Hybrid utility vehicle

ABSTRACT

A hybrid driveline assembly for a vehicle includes an engine, an electric motor, and a transmission having an input and an output. The transmission input is selectively coupled to the engine and electric motor. The transmission is shiftable between a plurality of drive modes. The driveline assembly further includes a final drive assembly operably coupled to the transmission output. The final drive assembly has a front final drive operably coupled to a rear final drive.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 16/146,304, filed Sep. 28, 2018, which is a continuation ofU.S. patent application Ser. No. 15/613,483, filed on Jun. 5, 2017,titled “HYBRID UTILITY VEHICLE”, now U.S. Pat. No. 10,118,477, whichclaims priority to U.S. Provisional Patent Application Ser. No.62/349,998, filed Jun. 14, 2016, titled “HYBRID UTILITY VEHICLE.” Thecomplete disclosures of all of the above applications are expresslyincorporated by reference herein.

FIELD OF THE DISCLOSURE

The present application relates to a utility vehicle and, moreparticularly, a hybrid utility vehicle configured to operate in variousdrive modes.

BACKGROUND OF THE DISCLOSURE

Electric vehicles are known to have at least one battery pack which maybe operably coupled to an electric motor for charging the battery packand/or for driving the wheels of the vehicle. A hybrid vehicle, however,has both battery packs and an engine. In one embodiment of a hybridvehicle, the engine and the battery packs operate in series, meaningthat the battery packs provide the power or energy for driving thewheels and the engine operates to charge the battery packs.Alternatively, in another embodiment, a hybrid vehicle may be a parallelhybrid vehicle, meaning that the battery packs provide the power orenergy to drive either the front or rear wheels but the engine providesthe motive power to drive the other set of wheels.

SUMMARY OF THE DISCLOSURE

In one embodiment, a hybrid driveline assembly for a vehicle comprisesan engine, an electric motor, and a transmission having an input and anoutput. The transmission input is selectively coupled to the engine andelectric motor. The transmission is shiftable between a plurality ofdrive modes. The driveline assembly further comprises a final driveassembly operably coupled to the transmission output. The final driveassembly has a front final drive operably coupled to a rear final drive.

In a further embodiment, a hybrid transmission system for a vehiclecomprises a first portion operably coupled to and configured to transfertorque from an engine, a second portion operably coupled to andconfigured to transfer torque from an electric motor, and a thirdportion operably coupled to a rear final drive configured to transfertorque to a front final drive. The third portion is configured to beselectively drivingly coupled to and decoupled from at least one of thefirst portion and second portion.

In another embodiment, a hybrid driveline assembly for a vehiclecomprises an engine configured to provide engine torque, a continuouslyvariable transmission operably coupled to the engine, a shiftabletransmission having an input operably coupled to the continuouslyvariable transmission, an electric motor selectively coupled to theinput of the shiftable transmission in a plurality of drive modes, and afinal drive assembly operably coupled to shiftable transmission andconfigured to use torque from the transmission to propel the vehicle.The final drive assembly includes a rear final drive operably coupled toa front final drive.

The driveline assembly disclosed herein also is configured to operate ina plurality of drive modes.

BRIEF DESCRIPTION OF THE DRAWINGS

The above mentioned and other features of this invention, and the mannerof attaining them, will become more apparent and the invention itselfwill be better understood by reference to the following description ofembodiments of the invention taken in conjunction with the accompanyingdrawings, where:

FIG. 1 is a rear left perspective view of a hybrid utility vehicle ofthe present disclosure;

FIG. 2A is a front left perspective view of a driveline of a serieshybrid utility vehicle of the present disclosure operably coupled to afirst embodiment of a powertrain assembly;

FIG. 2B is a rear left perspective view of the powertrain assembly ofthe series hybrid utility vehicle of FIG. 2A;

FIG. 2C is a schematic view of the vehicle of FIG. 2A in an ideal turn;

FIG. 2D is a schematic view of the vehicle of FIG. 2A in an oversteersituation;

FIG. 2E is a schematic view of the vehicle of FIG. 2A in an understeersituation;

FIG. 3A is a schematic flow chart illustrating the power flow betweenvarious components of the hybrid utility vehicle of FIG. 2A in variousdrive modes;

FIG. 3B is a further schematic flow chart illustrating the power flowbetween various components of the hybrid utility vehicle of FIG. 2A invarious drive modes;

FIG. 4 is a schematic flow chart illustrating a “Full-Performance” drivemode of FIG. 3A;

FIG. 5 is a schematic flow chart illustrating a “Silent-Drive” mode ofFIG. 3A;

FIG. 6 is a schematic flow chart illustrating a “Charge-and-Drive” modeof FIG. 3A;

FIG. 7 is a schematic flow chart illustrating a “Charge-at-Rest” drivemode of FIG. 3A;

FIG. 8A is a rear right perspective view of a driveline of a firstembodiment of a parallel hybrid utility vehicle of the presentdisclosure operably coupled to a second embodiment of a powertrainassembly;

FIG. 8B is a rear right perspective view of the powertrain assembly ofthe first embodiment hybrid utility vehicle;

FIG. 9A is a schematic flow chart illustrating the power flow betweenvarious components of the hybrid utility vehicle of FIG. 8A in variousdrive modes;

FIG. 9B is a further schematic flow chart illustrating the power flowbetween various components of the hybrid utility vehicle of FIG. 8A invarious drive modes;

FIG. 10 is a schematic flow chart illustrating a “Full-Performance”drive mode of FIG. 9A;

FIG. 11 is a schematic flow chart illustrating a “Silent-Drive” mode ofFIG. 9A;

FIG. 12 is a schematic flow chart illustrating a “Charge-and-Drive” modeof FIG. 9A;

FIG. 13 is a left rear perspective view of the third embodiment ofhybrid vehicle of the present disclosure;

FIG. 14 is a left hand perspective view of the drive train of theembodiment of FIG. 13;

FIG. 15 is a right hand perspective view of the powertrain of FIG. 14;

FIG. 16 is an underside perspective view of the powertrain of FIG. 14;

FIG. 17 is a left rear perspective view of the traction motor of thepowertrain of FIG. 14;

FIG. 18A is a schematic view of the hybrid powertrain of FIG. 14 withthe various operating modes with the driveline shown generically;

FIG. 18B is a schematic view of the hybrid powertrain of FIG. 14 withthe various operating modes;

FIG. 19 is a schematic view of the charge at rest mode for the hybridschematic of FIG. 18B;

FIG. 20 is a schematic view of the charge and drive mode of the hybridschematic of FIG. 18B;

FIG. 21 is a schematic view of the silent drive mode of the hybridschematic of FIG. 18B;

FIG. 22 is a schematic of the full performance mode of the hybridschematic of FIG. 18B;

FIG. 23 is a rear view taken behind the seats showing one possibleorientation of the traction motor of FIG. 17;

FIG. 24 is another possible orientation for the traction motor of FIG.17;

FIG. 25 is a left rear perspective view of the drive train for a fourthpossible hybrid embodiment having a front traction motor;

FIG. 26 is a right rear perspective view of a bi-directional clutch foruse with the hybrid powertrain of FIG. 25;

FIG. 27 is a cross-sectional view through lines 3-3 of FIG. 26;

FIG. 28 is a left front view of the front traction motor and front drivefor the hybrid powertrain of FIG. 25;

FIG. 29 is a right rear perspective view of the front drive of FIG. 28less the traction motor;

FIG. 30 is a left rear perspective view of the traction motor and frontdrive of FIG. 28 with the left hand cover exploded away from the frontdrive;

FIG. 31 is a right front perspective view showing the gearing of thefront drive of FIG. 28;

FIG. 32A is a schematic view of the hybrid powertrain of FIG. 25 withthe various operating modes with the driveline shown generically;

FIG. 32B shows an overall schematic view of the operation of the hybridpowertrain of FIG. 25 with the various operating modes;

FIG. 33 is a schematic view of the charge at rest mode for the hybridschematic of FIG. 32B;

FIG. 34 is a schematic view of the charge and drive mode of the hybridschematic of FIG. 32B;

FIG. 35 is a schematic view of the silent drive mode of the hybridschematic of FIG. 32B;

FIG. 36 is a schematic of the full performance mode of the hybridschematic of FIG. 32B;

FIG. 37A is a front left perspective view of a hybrid utility vehicle ofthe present disclosure including a plurality of battery packs configuredto be used with any of the powertrain assemblies disclosed herein;

FIG. 37B is a front perspective view of a charger of a hybrid utilityvehicle of the present disclosure;

FIG. 38A is a schematic view of a cooling assembly of any of the hybridutility vehicles disclosed herein;

FIG. 38B is an exploded view of a radiator of the cooling assemblycoupled to motor controllers of the electrical system of any of thehybrid utility vehicles disclosed herein;

FIG. 38C is an alternative embodiment of the radiator coupled to themotor controllers of FIG. 38B;

FIG. 38D is an alternative embodiment of the radiator coupled to one ofthe motor controllers of FIG. 38B;

FIG. 38E is an alternative embodiment of the radiator coupled to theother of the motor controllers of FIG. 38B;

FIG. 39 is a schematic view of a control system for operating any ofhybrid vehicles disclosed herein in various drive modes;

FIG. 40 is a left side view of any of the hybrid utility vehicles of thepresent disclosure with an upper frame portion shown in a collapsedposition;

FIG. 41 is a left side view of any of the hybrid utility vehicles of thepresent disclosure with an upper frame assembly shown in a raisedposition and supporting an autonomous assembly or kit for the vehicle;

FIG. 42 is a top view of the vehicle of FIG. 41 including the autonomousassembly or kit for the vehicle;

FIG. 43 is a front left perspective view of the vehicle of FIG. 41including the autonomous assembly or kit for the vehicle;

FIG. 44 is a front left perspective view of an alternative embodimentvehicle of the present disclosure;

FIG. 45 is a front left perspective view of a frame assembly and adriveline of the vehicle of FIG. 44;

FIG. 46 is a rear left perspective view of the driveline of FIG. 45;

FIG. 47 is a rear right perspective view of the driveline of FIG. 46;

FIG. 48 is a bottom left perspective view of the driveline of FIG. 47;

FIG. 49 is a front left perspective view of a battery positioned on thevehicle of FIG. 44 and operably included with the driveline;

FIG. 50 is a schematic view of an electrical system of the vehicle ofFIG. 44; and

FIG. 51 is a schematic view of a charging system for the vehicle of FIG.44 configured to receive and export power to and from the vehicle.

Corresponding reference characters indicate corresponding partsthroughout the several views. Although the drawings representembodiments of the present invention, the drawings are not necessarilyto scale and certain features may be exaggerated in order to betterillustrate and explain the present invention.

DETAILED DESCRIPTION OF THE DRAWINGS

The embodiments disclosed below are not intended to be exhaustive or tolimit the invention to the precise forms disclosed in the followingdetailed description. Rather, the embodiments are chosen and describedso that others skilled in the art may utilize their teachings. While thepresent disclosure is primarily directed to a utility vehicle, it shouldbe understood that the features disclosed herein may have application toother types of vehicles such as other all-terrain vehicles, motorcycles,snowmobiles, and golf carts.

Referring to FIG. 1, an illustrative embodiment of a hybrid utilityvehicle 10 is shown, and includes ground engaging members, includingfront ground engaging members 12 and rear ground engaging members 14, apowertrain assembly 16, a frame 20, a plurality of body panels 22coupled to frame 20, a front suspension assembly 24, a rear suspensionassembly 26, and a rear cargo area 28. In one embodiment, one or moreground engaging members 12, 14 may be replaced with tracks, such as thePROSPECTOR II tracks available from Polaris Industries, Inc. located at2100 Highway 55 in Medina, Minn. 55340, or non-pneumatic tires asdisclosed in any of U.S. Pat. Nos. 8,109,308, filed on Mar. 26, 2008(Attorney Docket No. PLR-09-25369.02P); 8,176,957, filed on Jul. 20,2009 (Attorney Docket No. PLR-09-25371.01P); and 9,108,470, filed onNov. 17, 2010 (Attorney Docket No. PLR-09-25375.03P); and U.S. PatentApplication Publication No. 2013/0240272, filed on Mar. 13, 2013(Attorney Docket No. PLR-09-25201.02P), the complete disclosures ofwhich are expressly incorporated by reference herein. Vehicle 10 may bereferred to as a utility vehicle (“UV”), an all-terrain vehicle (“ATV”),or a side-by-side vehicle (“SxS”) and is configured for travel overvarious terrains or surfaces. More particularly, vehicle 10 may beconfigured for military, industrial, agricultural, or recreationalapplications.

Powertrain assembly 16 is operably supported on frame 20 and isdrivingly connected to one or more of ground engaging members 12, 14. Asshown in FIG. 1, powertrain assembly 16 may include an engine 30 (FIG.2A) and a transmission, for example a continuously variable transmission(“CVT”) 32 and/or a shiftable transmission (not shown, and may beoperably coupled to or included within a driveline assembly includingfront and rear differentials (not shown) and a drive shaft (not shown).Engine 30 may be a fuel-burning internal combustion engine, however, anyengine assembly may be contemplated, such as hybrid, fuel cell, orelectric engines or units. In one embodiment, powertrain assembly 16includes a turbocharger (not shown) and engine 30 is a diesel internalcombustion engine. Additional details of CVT 32 may be disclosed in U.S.Pat. Nos. 3,861,229; 6,176,796; 6,120,399; 6,860,826; and 6,938,508, thecomplete disclosures of which are expressly incorporated by referenceherein.

Front suspension assembly 24 may be coupled to frame 20 and front groundengaging members 12. As shown in FIG. 1, front suspension assembly 20includes a shock 34 coupled to each front ground engaging member 12 anda front axle arrangement which may include a front control arm assembly35. Similarly, rear suspension assembly 26 may be coupled to frame 20and rear ground engaging members 14. Illustratively, rear suspensionassembly 26 includes a shock 36 coupled to each rear ground engagingmember 14 and a rear axle arrangement 38. Additional details ofpowertrain assembly 16, the driveline assembly, and front suspensionassembly 24 may be described in U.S. Pat. No. 7,819,220, filed Jul. 28,2006, titled “SIDE-BY-SIDE ATV” (Attorney Docket No. PLR-06-1688.01P)and U.S. Patent Application Publication No. 2008/0023240, filed Jul. 28,2006, titled “SIDE-BY-SIDE ATV” (Attorney Docket No. PLR-06-1688.02P);and additional details of rear suspension assembly 26 may be describedin U.S. Patent Application Publication No. 2012/0031693, filed Aug. 3,2010, titled “SIDE-BY-SIDE ATV (Attorney Docket No. PLR-06-24357.02P),the complete disclosures of which are expressly incorporated byreference herein.

Referring still to FIG. 1, vehicle 10 includes an operator area 40supported by frame 20, and which includes seating for at least anoperator and a passenger. Illustratively, one embodiment of vehicle 10includes four seats, including an operator seat 42, a front passengerseat 44, and two rear passenger seats 46. More particularly, operatorseat 42 and front passenger seat 44 are in a side-by-side arrangement,and rear passengers seats 46 also are in a side-by-side arrangement.Rear passenger seats 46 are positioned behind operator seat 42 and frontpassenger seat 44 and may be elevated relative to seats 42, 44. Operatorseat 42 includes a seat bottom, illustratively a bucket seat, and a seatback. Similarly, front passenger seat 44 includes a seat bottom,illustratively a bucket seat, and a seat back. Likewise, each rearpassenger seat 46 includes a seat bottom, illustratively a bucket seat,and a seat back.

Vehicle 10 further includes frame 20 supported by ground engagingmembers 12, 14. In particular, frame 20 includes a front frame portion48 and a rear frame portion 49. Illustratively, rear frame portion 49supports powertrain assembly 16 and rear cargo area 28. Vehicle 10 alsocomprises an overhead or upper frame portion 50. Upper frame portion 50is coupled to frame 20 and cooperates with operator area 40 to define acab of vehicle 10. Additional details of vehicle 10 may be disclosed inU.S. Pat. No. 8,998,253, filed Mar. 28, 2013 (Attorney Docket No.PLR-09-25274.02P), the complete disclosure of which is expresslyincorporated by reference herein.

Referring to FIGS. 2A and 2B, in one embodiment, vehicle 10 is a serieshybrid utility vehicle 110 configured for all-electrical operation.Vehicle 110 includes an alternative powertrain assembly 116 and anelectrical system 150. Powertrain assembly 116 includes engine 30 butdoes not include CVT 32, although powertrain assembly 116 still includesa transmission 118, which may be a shiftable transmission or gearbox,operably coupled to engine 30. Instead of CVT 32, powertrain assembly116 is operably coupled to electrical system 150 which includes amotor/generator 120 operably coupled to engine 30 and a traction motor122 operably coupled to transmission 118 and motor/generator 120.Motor/generator 120 is configured to convert the rotary power suppliedby engine 30 into electrical power to be used by traction motor 122, aplurality of battery packs 128, or any other component of vehicle 110.Illustrative vehicle 110 is always electrically driven and, therefore,no CVT or other mechanical drive system is needed between engine 30 anda driveline 136 of vehicle 110.

Referring still to FIGS. 2A and 2B, engine 30 acts an electric generatorto provide rotary power to motor/generator 120 which is operably coupledto the crankshaft of engine 30 via a belt or is operably coupled toengine 30 through a gear box. For example, when engine 30 is operating,the crankshaft rotates to provide power to motor/generator 120 whichthen supplies power to traction motor 122 via a motor controller 130(e.g., which may be or includes an inverter) (FIGS. 3A and 3B). Tractionmotor 122 also may be coupled to a second motor controller 132 (e.g.,which may be or includes an inverter) (FIGS. 3A and 3B) to supply powerto driveline 136. Traction motor 122 is then configured to supply powerto front and rear ground engaging members 12, 14 by providing powereither to transmission 118, a prop shaft gear box (not shown), a frontgear box (not shown), or directly to each front and rear ground engagingmember 12, 14. More particularly, traction motor 122 drives transmission118 which drives rear ground engaging members 14 through a reardifferential or gear box 124 and drives front ground engaging members 12through a prop shaft 126 which is operably coupled to a frontdifferential or gear box 134 (FIG. 2A).

Front and rear ground engaging members 12, 14 may each includeindividual motors to provide torque vectoring attributes. Moreparticularly, and referring to FIG. 2C, a front accelerometer 60 may bepositioned at a front axle 62 and a rear accelerometer 64 may bepositioned at a rear axle 66 of vehicle 110. Using a standard or X-Y-Zcoordinate system and {right arrow over (a)}₆₀−{right arrow over(a)}₆₄=0, the lateral acceleration of vehicle 110 may be measured alongthe Y-axis and the longitudinal acceleration of vehicle 110 may bemeasured along the X-axis. If vehicle 110 is an ideal turn, the lateralacceleration of both front and rear axles 62, 66 will be the same.However, if vehicle 110 tends to oversteer, as shown in FIG. 2D, thelateral acceleration on rear axle 66 is less than the lateralacceleration on front axle 62 because rear ground engaging members 14are not able to maintain the same turning radius as frontground-engaging members 12. In this oversteering situation, {right arrowover (a)}₆₀−{right arrow over (a)}₆₄>0. In order to correct theoversteering situation, the ECU moves the traction torque distributionfrom a rear motor to a front motor until {right arrow over (a)}₆₀−{rightarrow over (a)}₆₄=0 is restored. In doing so, the torque vectoringadjusts the original torque distribution based on driver input(s) andthe driving situation to maintain a stable driving behavior and vehiclesafety.

Conversely, as shown in FIG. 2E, if vehicle 110 tends to understeer, thelateral acceleration on rear axle 66 is greater than on front axle 62because front ground engaging members 12 do not maintain the intendedturning radius. In this understeering situation, {right arrow over(a)}₆₀−{right arrow over (a)}₆₄>0. In order to correct the understeeringsituation, the ECU moves the traction torque distribution from the frontmotor to the rear motor until {right arrow over (a)}₆₀−{right arrow over(a)}₆₄=0 is restored. In doing so, the torque vectoring adjusts theoriginal torque distribution based on driver input(s) and the drivingsituation to maintain a stable driving behavior and vehicle safety.

Additionally, traction control is monitored, adjusted, and/orcontemplated when using torque vectoring for both optimal accelerationof vehicle 110 and stability of vehicle 110 during operation. Tractioncontrol monitors the rotational speed of both front and rear axles 62,66 and also calculates and/or stores derivatives of the signalsgenerated based on the rotational speed of front and rear axles 62, 66.If either the rotational speed or its derivatives differs between frontand rear axles 62, 66, the traction control limits the requested torqueto one or both of the front and rear motors.

As shown in FIGS. 2A and 2B, vehicle 110 also includes battery packs128. In one embodiment, battery packs 128 are supported by rear frameportion 49 and are positioned either below rear passenger seats 46 or,illustratively, one or more of rear passenger seats 46 are removed toprovide available space for battery packs 128. Battery packs 128 areoperably coupled to motor/generator 120 and traction motor 122. Becausebattery packs 128 are operably coupled to motor/generator 120,motor/generator 120 is able to charge battery packs 128 when vehicle 110is at rest. Additionally, vehicle 110 may be up-idled to provide moreelectrical power to battery packs 128 than vehicle 110 is consumingduring driving in order to charge battery packs 128. Additionally,vehicle 110 is configured for regenerative braking such that driveline136 can act as a kinetic energy recovery system as vehicle 110decelerates, coasts, or brakes in order to capture braking energy forcharging battery packs 128.

In one embodiment, battery packs 128 also are operably coupled totraction motor 122 to provide power thereto. However, if battery packs128 are removed from vehicle 110, engine 30 is configured to constantlysupply power to traction motor 122 via motor/generator 120 and motorcontrollers 130, 132.

Referring to FIGS. 3A-7, vehicle 110 is a series hybrid vehicleconfigured for four drive modes: (1) Full-Performance; (2) Silent-Drive;(3) Charge-and-Drive; and (4) Charge-at-Rest. As shown in FIG. 3A, powermay be provided to any component of driveline 136, including reardifferential 124, front differential 134, prop shaft 136, and/or anyother component of driveline 136. Illustratively, as shown in FIG. 3B,power may be provided specifically to rear differential 124 which thentransmits power to front differential 134 through prop shaft 126.

As shown in FIG. 4, when vehicle 110 is operating in theFull-Performance drive mode, engine 30 supplies power to motor/generator120 which then provides a power input to motor controller 130. Motorcontroller 130 then transmits power to second motor controller 132 toprovide power to traction motor 122 to drive rear differential 124 forrotating rear ground engaging members 14 and to drive front differential134 through prop shaft 126 for rotating front ground engaging members12. Additionally, when in the Full-Performance drive mode, battery packs128 also supply supplemental power to second motor controller 132 toprovide an additional power input to traction motor 122.

However, as shown in FIG. 5, when vehicle 110 is operating in theSilent-Drive mode, only battery packs 128 provide power to second motorcontroller 132 to drive traction motor 122. In this way, neither engine30 nor motor/generator 120 provides a power input to traction motor 122.As such, engine 30 does not operate in the Silent-Drive mode whichdecreases the noise produced by vehicle 110 and may allow vehicle 110 tooperate in low-noise environments or when vehicle 110 is utilized for astealth-type application.

Referring to FIG. 6, when vehicle 110 is operating in theCharge-and-Drive mode, engine 30 supplies power to motor/generator 120which then provides a power input to motor controller 130. Motorcontroller 130 then transmits power to battery packs 128 for chargingbattery packs 128 during operation of vehicle 110. As such, when in theCharge-and-Drive mode, engine 30 only operates to charge battery packs128. In this way, only battery packs 128 provide the motive powernecessary to drive front and rear ground engaging members 12, 14,however, battery packs 128 are being charged during operation of vehicle110. More particularly, battery packs 128 provide power to second motorcontroller 132 which transmits power to traction motor 122 to drive reardifferential 124 for rotating rear ground engaging members 14 and todrive front differential 134 through prop shaft 126 for rotating frontground engaging members 12. Therefore, in the Charge-and-Drive mode,engine 30 charges battery packs 128 to at least match the power outputfrom battery packs 128 necessary to drive vehicle 110.

Lastly, referring to FIG. 7, when vehicle 110 is operating in theCharge-at-Rest mode, engine 30 supplies power to motor/generator 120which then provides a power input to motor controller 130. Motorcontroller 130 then transmits power to battery packs 128 to chargebattery packs 128 during operation of vehicle 110. However, when in theCharge-at-Rest mode, vehicle 110 is not moving, so no input is providedto traction motor 122, rear differential 124, prop shaft 126, or frontdifferential 134 and, instead, vehicle 110 remains in a stationaryposition. In this way, battery packs 128 can charge while vehicle 110 isidling.

These four drive modes allow vehicle 110 to operate in either two-wheeldrive or four-wheel drive and also allow vehicle 110 to operate in avariety of environments and conditions or in any situations applicablefor a series hybrid vehicle. Additional details of vehicle 110 may bedisclosed in U.S. Pat. No. 8,496,079, filed Dec. 13, 2010 (AttorneyDocket No. PLR-00SA-24396.01P), the complete disclosure of which isexpressly incorporated by reference herein.

Referring now to FIGS. 8A and 8B, vehicle 10 is shown as a parallelhybrid utility vehicle 210 with an alternative powertrain assembly 216.More particularly, vehicle 210 is a non-charge at rest parallel hybridutility vehicle. Unlike powertrain assembly 116 (FIGS. 2A and 2B),powertrain assembly 216 includes engine 30, CVT 32, and a transmission218, which may be a shiftable transmission or gearbox. Additionally,unlike electrical system 150 of FIG. 2B, electrical system 250 ofvehicle 210 does not include motor/generator 120 or traction motor 122(FIG. 2B). Instead of motor/generator 120 and traction motor 122,electrical system 250 includes an electric motor 240 operably coupled toan input (not shown) on transmission 218. Because motor/generator 120 isnot provided on vehicle 210, powertrain assembly 216 is not configuredfor the Charge at Rest drive mode or any battery charging from engine30. Rather, vehicle 210 is always mechanically driven by engine 30, CVT32, and transmission 218. However, when in particular drive modes orapplications, vehicle 210 may be driven electrically for a limitedperiod of time. In this way, vehicle 210 may be considered a low or mildhybrid vehicle which is primarily mechanically driven by engine 30, CVT32, and transmission 218 but can be driven electrically by battery packs128 and motor 240 for a short duration. In one embodiment, motor 240 mayinclude or be operably coupled to an inverter.

Referring to FIGS. 9A-12, vehicle 210 is a parallel hybrid vehicleconfigured with three drive modes: (1) Full-Performance; (2)Silent-Drive; and (3) Charge-and-Drive. As shown in FIG. 9A, power maybe provided to any component of driveline 136, including reardifferential 124, front differential 134, prop shaft 136, and/or anyother component of driveline 136. Illustratively, as shown in FIG. 9B,power may be provided specifically to rear differential 124 which thentransmits power to front differential 134 through prop shaft 126.

As shown in FIG. 10, when vehicle 210 is operating in theFull-Performance drive mode, engine 30 drives CVT 32 which then providesa power input to transmission 218. Transmission 218 then transmits powerto rear differential 124 to drive rear ground engaging members 14 andtransmits power to front differential 134 through prop shaft 126 todrive front ground engaging members 12.

However, as shown in FIG. 11, when vehicle 110 is operating in theSilent-Drive mode, only battery packs 128 provide power to reardifferential 124 and prop shaft 126 to drive front and rear groundengaging members 12, 14. In this way, neither engine 30 nor CVT 32provides a power input to driveline 136. As such, engine 30 may notoperate in the Silent-Drive mode which decreases the noise produced byvehicle 210 and may allow vehicle 210 to operate in low-noiseenvironments or when vehicle 210 is utilized for a stealth-typeapplication.

Referring to FIG. 12, when vehicle 210 is operating in theCharge-and-Drive mode, engine 30 and CVT 32 supply power to the input ontransmission 218 which then provides a power input to driveline 136 todrive front and rear ground engaging members 12, 14. Additionally, whenin the Charge-and-Drive mode, vehicle 210 is configured for regenerativebraking which allows battery packs 128 to be charged when vehicle 210 isdecelerating and braking. More particularly, front differential 134 isconfigured to provide a power input to rear differential 124 throughprop shaft 126. The power supplied to rear differential 124 from frontdifferential 134 is then transmitted to the input on transmission 218and provided to motor 240 for charging battery packs 128.

With reference now to FIG. 13, a third embodiment of hybrid vehicle isshown at 510 having a powertrain shown generally at 512. The powertrainis shown in FIG. 14 having an internal combustion engine 514, acontinuously variable transmission (CVT) 516 and a transmission 518. Itshould be understood that the engine 514, CVT 516 and transmission 518could be substantially similar to that shown in U.S. Pat. No. 8,827,019,the disclosure of which is incorporated herein by reference. In thatpatent, transmission 518 is driven directly from CVT 516 andtransmission 518 is in the form of a transaxle that is a gearedtransmission coupled to a differential.

Transmission 518 drives a prop shaft having a first or rear prop shaftportion 520 which couples to a traction motor 522 and a second or frontprop shaft portion 524 which drives a front differential 526.Transmission 518 has a rear drive or differential 518 a. Thedifferentials 518 a, 526 and prop shafts 520, 524 are cumulativelyreferred to as driveline 528. As shown best in FIG. 15, hybridpowertrain 512 further includes an engine driven generator 530 coupledto engine 518. It should be appreciated that generator 530 could bedriven by any known coupling such as gears, belts or chains, however, asshown, generator is belt driven by way of belt 532. Hybrid powertrainfurther includes one or more battery packs shown at 540 which would becoupled to traction motor 522 to drive the traction motor 522. FIG. 16shows the manner in which prop shaft portion 520 extends under CVT 516to couple with traction motor 522.

Referring now to FIG. 17, traction motor 522 is shown coupled to propshaft portions 520 and 524 by way of a gear train 550. Gear train 550includes a first output gear 552 coupled to an output shaft 554 oftraction motor 522 which in turn is coupled to and meshes with gear 556which couples with shaft 558 which in turn rotates gear 560. Gear 560 iscoupled to drive gear 562 which is directly coupled to prop shaftportions 520 and 524. It should be appreciated that an outer housing ispositioned over gear train 550 to enclose the gears and shafts.

It should be understood from the above description that the engine 514may drive the transmission 518, through CVT 516, which in turn drivesprop shaft portions 520 and 522 to drive the front differential 526powering both the front and rear wheels through transmission 518 andfront differential 526. It should also be understood that battery packs540 may power traction motor 522 which in turn drives prop shafts 520and 524 to drive transmission 518 and front differential 526. It shouldalso be understood that traction motor 522 is a motor/generator suchthat when driven in the generator mode, the motor/generator 522recharges batteries 540. As will be evident from the followingdescription of the various modes, various alternatives and combinationsof the engine versus traction motor drives exist.

With reference now to FIG. 18A, the hybrid powertrain 512 is shownschematically with all of the possible various modes of operation andfurther comprises motor controllers 570 and 572. Four different modes ofoperation are possible with the hybrid powertrain 512 including acharge-at-rest mode, a charge-and-drive mode, a silent-drive mode and afull-performance mode. Motor controller 570 controls the charging ofbattery packs 540 from generator 530 in both the charge-at-rest andcharge-and-drive modes. Similarly, motor controller 572 controls thecharging of battery packs 540 from electric motor/generator 522 in thecharge-and-drive mode and controls the operation of traction motor 522in the silent-drive mode and full-performance mode as described herein.FIG. 18A shows the schematic for the driveline 528 generically, suchthat the transmission could propel any component of the driveline 528 inorder to propel any other of the components of the driveline.

With reference now to FIG. 18B, the hybrid powertrain 512 is shownschematically with the specific embodiment of FIGS. 14-17. FIG. 18Bshows all of the possible various modes of operation and furthercomprises motor controllers 570 and 572. Four different modes ofoperation are possible with the hybrid powertrain 512 including acharge-at-rest mode, a charge-and-drive mode, a silent-drive mode and afull-performance mode. Motor controller 570 controls the charging ofbattery packs 540 from generator 530 in both the charge-at-rest andcharge-and-drive modes. Similarly, motor controller 572 controls thecharging of battery packs 540 from electric motor/generator 522 in thecharge-and-drive mode and controls the operation of traction motor 522in the silent-drive mode and full-performance mode as described herein.In this schematic, transmission is shown coupled to rear differential518 a, which in turn is coupled to motor 522 by way of prop shaft 520.Motor 522 is coupled to front differential by way of prop shaft 524.

With reference to FIG. 19, the charge-at-rest mode will be described.The charge-at-rest mode would be the capability of charging the batterypacks 540 from engine-driven generator 530 while the vehicle is notmoving. Thus, when the vehicle is not driven, the internal combustionengine 514 could be operated for the purpose only of operating generator530 to recharge the battery packs 540.

With reference to FIG. 20, a charge-and-drive mode is shown, where thevehicle is driven by way of the internal combustion engine 514 drivingtransmission 518 which in turn drives rear differential 518A and frontdifferential 526 through prop shaft portions 520, 524. In this mode,electric motor/generator 522 is operated in the generator mode such thatprop shaft portion 520 drives the generator portion of electricmotor/generator 522 to charge battery packs 540 through motor controller572. Generator 530 is also driven by the internal combustion engine 514and also charges battery packs 540 through motor controller 570.

With respect now to FIG. 21, a silent-drive mode is shown which does notutilize the internal combustion engine 514, but rather only drives thetraction motor portion of the electric motor generator 522 by way ofbattery pack 540 through motor controller 572. In this mode, tractionmotor 522 drives prop shaft portions 520 and 524 to couple differentials518A and 526 respectively. It should be appreciated that in thesilent-drive mode, full all-wheel drive performance is provided just asin the case where the internal combustion engine drives thedifferentials 518A and 526, however, in the opposite sense.

Finally, as shown in FIG. 22, a full-performance mode is shown whereboth the internal combustion engine 514 and traction motor 522 providetorque to prop shaft portions 520 and 524 to drive differentials 518Aand 526. In this mode, the generator 530 may be electrically disengagedsuch that no load is placed on internal combustion engine 514 to operatethe generator 530. However, in this mode, the internal combustion engine514 drives transmission 518 in order to add torque to both prop shaftportions 520 and 524. In a like manner, traction motor 522 also addstorque to prop shaft portions 520 and 524 through battery packs 540controlled through motor controller 572.

With reference now to FIG. 23, one orientation of the traction motor 522and gear train 550 are shown where traction motor 522 is positionedunder seats 42, 44, coupled to frame portion 580 and under seat framesupport 582. Alternatively, and with reference to FIG. 24, tractionmotor 522 and gear train 550 could be coupled to frame portion 580 withthe traction motor 522 positioned intermediate seats 42, 44. Theembodiment of FIG. 24 provides flexibility if traction motor 522 needsto be enlarged and cannot fit under frame seat support 582.

With reference now to FIG. 25, a fourth embodiment of a hybridpowertrain is shown at 612 and is similar to Hybrid powertrain 512 inthat it includes an internal combustion engine 514 which drives a CVT516 which in turn drives transaxle 518 coupled to prop shaft portions520 and 524. Transaxle 518 has a rear differential portion 518 a. Hybridpowertrain 612 further includes an engine driven generator at 530similar to that described above. Battery packs 540 are also positionedin the vehicle for electric drive as disclosed herein. However, in theembodiment of FIG. 25, a bi-directional clutch 614 couples the propshaft portions 520 and 524 and prop shaft portion 524 is coupled to afront-drive unit 616. In addition, a front traction motor 618 is coupledto the front drive until 616. Transmission 518 has a rear drive ordifferential 518 a. The differentials 518 a, 526 and prop shafts 520,524 are cumulatively referred to as driveline 628. With the overview asdescribed with reference to FIG. 25, the bi-directional clutch 614 willbe described in greater detail with reference to FIGS. 26 and 27.

With reference first to FIG. 26, bi-directional clutch 614 includes arear casing portion 620, a center casing portion 622 and a front casingportion 624. Two shafts protrude from the casing; namely a rear shaft630 protrudes from the rear casing 620 and a front shaft 632 protrudesfrom the front casing 624 (FIG. 27). These two shafts 630 and 632 areseparate from each other and either shaft may operate as the input oroutput shaft depending upon the direction of drive as described herein.As shown, shaft 630 has a splined shaft portion at 640, whereas shaft632 includes a flange at 642. Shaft 630 is coupled to rear casing 620 byway of bearings 650 which cooperate with a bearing receiving portion 652of casing 620 and a raised portion 654 of shaft 630. Shaft 630 furtherincludes a gear 660 positioned on a receiving surface 662 of shaft 630.Shaft 630 further includes a flange 666 which retains thereon a one-wayclutch 670. One way clutch 670 includes an outer cage 672 and clutchrollers 674 as described herein.

With reference still to FIG. 27, shaft 632 is coupled to casing 624 byway of bearings 680 which cooperate between bearing receiving portions682 of casing 624 and an outer surface 684 of shaft 632. A gear 690 ispositioned on a surface 692 of shaft 632. Shaft 632 further includes araised portion 695 which cooperates with rollers 674. It should beappreciated that shaft 630 is coupled to or decoupled from shaft 632 byway of one-way clutch 670 as described herein.

With reference still to FIG. 27, bi-directional clutch further includesa front off-set shaft 700 and a rear off-set shaft 702. Front off-setshaft 700 is coupled to front casing 624 by way of bearings 704 receivedin bearing receiving portions 706 of casing 624. Shaft 700 includes agear 710 positioned on a portion 712 of shaft 700. Gear 710 is coupledto and meshes with gear 690 as described herein. Shaft 700 furtherincludes a flange 716 which retains a one-way clutch 718 having clutchrollers 720 and an outer cage 722. Rear off-set shaft 702 is coupled tocasing 620 by way of bearings 740 positioned in receiving portion 742 ofcasing 620 and received on a surface 744 of shaft 702. Gear 750 ispositioned on a surface 752 of shaft 702 and is coupled to and mesheswith gear 660. Shaft 702 includes an enlarged portion at 760 whichcooperates with rollers 720 of one-way clutch 718. It should also beappreciated that one-way clutches 670 and 718 operate in the oppositesense, that is, when one is locked, the other is unlocked and viceversa. One way clutches 670, 718 may operate in the manner described inthe U.S. Pat. No. 5,036,939. With reference still to FIG. 27, theoperation of the bi-directional clutch will now be described.

As mentioned above, input torque may be received to either of splinedshaft 640 or flange 642. If torque is received to the splined shaft 640,the power transmission is shown through the bi-directional clutch by wayof arrow 780. That is, if input torque is received through the splinedshaft 640, one-way clutch 670 locks together shafts 630 and 632 suchthat input torque to shaft 630 provides a direct output torque to shaft632. Meanwhile, in the case where input torque is received directly toshaft 630, one-way clutch 718 is disengaged, such that no torque isbeing transmitted through off-set shafts 700 and 702. However, in thecase where input torque is received to flange 642 to shaft 632, one-wayclutch 670 is disengaged and one-way clutch 718 is engaged such that thepower transmission is shown by arrow 782. That is, input torque toflange 642 provides a direct coupling between gears 690 and 710, and dueto the engagement of the one-way clutch 718, shafts 700 and 702 aredirectly coupled, which in turn couples gears 750 and 660. In this case,gear 660 transmits torque to shaft 630 such that the power distributionis from the front to the back.

With reference now to FIGS. 28-31, the traction motor 618 and frontdrive unit 616 will be described in greater detail. As shown best inFIG. 28, traction motor 618 may be coupled directly to a flange 800(FIG. 29) of front drive 616. Front drive 616 includes a gear trainportion 802 and a differential portion 804 having an output drive at 806to drive the front wheels. As shown best in FIG. 30, an outer casing 810of the front drive 616 is removed to show the gear train 802 and thedifferential 804. As shown best in FIG. 30, traction motor 618 includesa shaft 820 which couples with a hub 822 of gear 824. Gear 824 is shownbest in FIG. 31 which includes an internal diameter at 826 which wouldbe splined to cooperate with motor shaft 820. As shown best in FIGS. 30and 31, gear 824 meshes with gear 830 and gear 830 is coupled to a gear832 (FIG. 30) which in turn drives gear 834. As shown best in FIG. 31,gear 834 has on a rear side thereof a gear 836 which in turn is coupledto differential gear 840. Gear 840 provides the input to thedifferential drives 806 which in turn drives the front wheels.

As an alternative to the front drive 616 being driven by the tractionmotor 618, the front drive unit 616 has an input drive at 850 includinga splined shaft at 852 which couples to a pinion 854 (FIG. 31) whichcouples to corresponding teeth on face 860 of gear 840. Thus, as analternative to being driven by traction motor 618, input torque tospline shaft 852 drives differential gear 840 by way of the meshing ofthe teeth on gear 854 with the teeth on face 860 of differential gear840.

With reference now to FIG. 32A, the hybrid power train 612 will bedescribed in greater detail. As shown in FIG. 32A, all of the variousmodes are shown with their association to the front traction motor 618,where the driveline 628 is shown generically.

With reference now to FIG. 32B-36, the hybrid power train 612 will bedescribed in greater detail. As shown in FIG. 32B, all of the variousmodes are shown with their association to the front traction motor 618,where the transmission is coupled to the rear differential 518 a and thetraction motor 618 is coupled to the front differential 806. As shown inFIG. 33, the charge-at-rest mode is identical to hybrid powertrain 512where the internal combustion engine operates the generator 530 whilethe vehicle is at rest to charge battery packs 540 through motorcontroller 570.

With reference now to FIG. 34, the charge-and-drive mode is shownschematically where the internal combustion engine 514 drives both thetransmission 518 as well as generator 530. Generator 530 charges batterypack 540 through motor controller 570. Transmission 518 also drives reardifferential 518A as well as front differential 806 through prop shaftportions 520/524. The front traction motor 618 is also a generator whichwhen driven can charge batteries 540 through motor controller 572.

With reference now to FIG. 35, the silent drive mode is shown wheretraction motor 618 is driven by battery packs 540 through motorcontroller 572. As described above, traction motor 618 drives the frontdifferential 806 through the front drive 616. Meanwhile, the reardifferential 518A is driven by the prop shaft portions 520/524 in thereverse direction.

Finally, with respect to FIG. 36, the full performance mode is shownwhere input torque is received from both the internal combustion engine514 as well as the traction motor 618. In this mode, internal combustionengine 514 drives transmission 518 which in turn drives the reardifferential 518A. Torque is transmitted forwardly from prop shaftportions 520/524 to front differential 806. At the same time, tractionmotor 618 provides input torque to the front differential 806 by way ofbattery pack 540 controlled through motor controller 572.

Referring to FIG. 37A, battery packs 128 are configured to be modular inthat multiple battery packs 128 may be coupled together to increasepower, battery range, torque, and/or payload capacity for vehicle 10.For example, each battery pack 128 may be configured with a plug orother input that would allow additional battery packs 128 to merely pluginto or otherwise connect to the existing battery packs 128. In thisway, battery packs 128 may be customized to any particular applicationof vehicle 10. Additionally, depending on certain applications, variousbattery packs 128 may be removed from vehicle 10 when less power isneeded to operate vehicle 10. In one embodiment, vehicle 10 may beconfigured with a base or standard number or size of battery packs 128,however, during an ordering process for vehicle 10 and/or at a laterdate after vehicle 10 has been received by the user, the user may removesome of battery packs 128 when vehicle 10 requires decreased powerand/or the user may order additional battery packs 128 when vehicle 10requires increased power. In one embodiment, battery packs 128 mayinclude DC batteries.

Referring to FIG. 37B, one or more chargers 320 may be included onvehicle 10 in a modular configuration such that additional chargers 320may be merely plugged into or otherwise coupled to various components ofvehicle 10 when additional charging capacity may be needed or one ormore chargers 320 may be removed from vehicle 10 when less chargingcapacity is needed or when additional cargo space is needed on vehicle10. Chargers 320 include electrical connectors 322 which may be operablycoupled to battery packs 128, other chargers 320, and/or othercomponents of vehicle 10 but may be supported on any portion of vehicle10. For example, chargers 320 may be supported on a portion of rearcargo area 28. In one embodiment, chargers 320 may be supported onvehicle 10 with Lock & Ride® components, available from PolarisIndustries, Inc. located at 2100 Highway 55 in Medina, Minn. 55340.

Additionally, the size and number of battery packs 128 may affect theweight bias of vehicle 10 and, therefore, in one embodiment, batterypacks 128 may be centered along a longitudinal axis L of vehicle 10(FIG. 42). Alternatively, as shown in FIG. 37A, one rear passenger seat46 may be removed to provide the necessary space for battery packs 128.In a further embodiment, both rear passenger seats 46 may be removed toprovide space for battery packs 128. Alternatively, battery packs 128may be of any size, shape, or configuration and may be positioned at anyportion of vehicle 10 to allow for various applications for vehicle 10and for weight biasing determinations.

Referring to FIG. 38A, and using vehicle 110 (FIGS. 2A and 2B) as anexample, a cooling assembly 300 for any vehicle disclosed hereinincludes a first radiator 302 which is fluidly coupled to an electricpump 306 of electrical system 150. First radiator 302 may be positionedgenerally forward of a portion of a second radiator 304 with a fan whichis fluidly coupled to at least engine 30 of powertrain assembly 116. Inthis way, electrical system 150 has a separate cooling system from thecooling system for powertrain assembly 116 which allows the componentsof electrical system 150 to operate at lower operating temperatures thanthe temperatures at which engine 30 and other components of powertrainassembly 116 operate. In other words, by separating the cooling systemfor electrical system 150 from the cooling system for powertrainassembly 116, the components of electrical system 150 are able to becooled to lower temperatures than the components of powertrain assembly116, which increases the efficiency of the components of electricalsystem 150.

In operation, ambient air may flow over first radiator 302 to cool orlower the temperature of any coolant or cooling fluid (e.g., water, oil,etc.) flowing therethrough. More particularly, the fan coupled to secondradiator 304 pulls ambient air through both first and second radiators302, 304 which cools the cooling fluid in first radiator 302 forelectrical system 150 and also cools the cooling fluid in secondradiator 304 for cooling at least engine 30 of powertrain assembly 116.Once the ambient air cools the cooling fluid flowing through firstradiator 302, electric pump 306 then supplies the cooling fluid to thecomponents of electrical system 150 to decrease the temperature thereof.For example, as shown in FIG. 38A, electric pump 306 supplies coolingfluid to second motor controller 132, traction motor 122, first motorcontroller 130, motor/generator 120, and battery packs 128 to preventthese electrical components from overheating. After cooling batterypacks 128, the cooling fluid then flows back to first radiator 302 to becooling by the ambient air flowing therethrough.

In one embodiment of cooling assembly 300, as shown in FIG. 38B, firstradiator 302 may be coupled to first and second motor controllers 130,132. Alternatively, first radiator 302 instead may be coupled to batterypacks 128. Illustratively, first radiator 302 includes a hot coolingfluid outlet port 310 and a cold cooling fluid inlet port 312 and may beformed as an aluminum extrusion configured to circulate the coolingfluid therethrough. More particularly, the cooling fluid is circulatedthrough first radiator 302 to dissipate heat from electrical system 150.As shown in FIG. 38B, first radiator 302 is configured to shed heat fromat least motor controllers 130, 132 coupled thereto. Because firstradiator 302 may be positioned intermediate motor controllers 130, 132such that motor controller 130 is coupled to a first side of firstradiator 302 and motor controller 132 is coupled to a second side offirst radiator 302, first radiator 302 is configured to simultaneouslyshed heat from both motor controllers 130, 132.

Alternatively, as shown in FIGS. 38C-38E, the configuration of firstradiator 302 and motor controllers 130, 132 may be adjusted, dependingon various vehicle parameters. For example, as shown in FIG. 38C, firstradiator 302 may be coupled to both motor controllers 130, 132 in analternative configuration. Additionally, as shown in FIGS. 38D and 38E,each motor controller 130, 132 may be coupled to its own, separateradiator 302 such that each radiator 302 is configured for cooling justone motor controller 130, 132.

Referring to FIG. 39, and using vehicle 110 as an example, a controlsystem 350 for operating electrical system 150 is provided. Controlsystem 350 includes a hybrid control unit 352 which is electricallycoupled to an engine control unit 254 for powertrain assembly 116, firstmotor controller 130 for motor/generator 120, and second motorcontroller 132 for traction motor 122. Additionally, because batterypacks 128 may be operably coupled to first motor controller 130, hybridcontrol unit 352 also is configured to be electrically coupled tobattery packs 128.

In operation, hybrid control unit 352 receives a user input 356 whichindicates the drive mode in which vehicle 110 should operate. Dependingon user input 356, hybrid control unit 352 sends a torque command signal358 to a communications network 360, illustratively a high-speed CANBUSsystem. More particularly, hybrid control unit 352 may send vehicle datasuch as torque and speed limits to engine 30, motor/generator 120,and/or traction motor 122 via communications network 360 when sendingtorque command signal 358. In one embodiment, the torque and speedlimits may be utilized by traction motor 122 for energy recovery duringbraking.

Once torque command signal 358 is received, communications network 360then sends an input signal 362 to engine control unit 354 if engine 30is to be started or stopped in the user-specified drive mode, sends aninput signal 364 to first motor controller 130 if motor/generator 120 isto be operated in the user-specified drive mode, and/or sends an inputsignal 366 to second motor controller 132 if traction motor 122 is to beoperated in the user-specified drive mode. For example, if a userdesires to operate vehicle 110 in an all-electric or Silent-Drive mode,then user input 356 will indicate this to hybrid control unit 352 whichthen sends torque command signal 358 to communications network 360indicative of the Silent-Drive mode. Communications network 360 thenprovides only input signal 366 to second motor controller 132 to operatetraction motor 122 because engine 30 and motor/generator 120 are notutilized during the Silent Drive mode. As such, communications network360 does not send any input signal 362 or 364 to engine control unit 354or first motor controller 130, respectively.

Alternatively, if the user specifies that vehicle 110 should operate inthe other drive modes, such as the Full Performance drive mode, theCharge-and-Drive mode, or the Charge-at-Rest drive mode, then hybridcontrol unit 352 will provide a torque command signal 358 indicative ofthese modes such that other components, such as engine 30 and/ormotor/generator 120 may operate to facilitate those desired modes.

In one embodiment when vehicle 110 is operating and moving, theCharge-and-Drive mode may be the default hybrid mode which allowsmotor/generator 120 to maintain battery packs 128 at approximately80%±10% state-of-charge (“SOC”). In a further embodiment,motor/generator 120 may maintain battery packs 128 at approximately90%±10% state-of-charge (“SOC”) when in the Charge-and-Drive mode. Tomaintain the charge on battery packs 128, both engine 30 and tractionmotor 122 may be utilized for driving vehicle 110 while motor/generator120 is configured to output power based on vehicle speed to maintain theSOC on battery packs 128.

However, when in the Full-Performance drive mode, both engine 30 andtraction motor 122 drive vehicle 110 and, in this mode, hybrid controlunit 352 may allow the charge on battery packs 128 to become fullydepleted in order to effect the Full-Performance drive mode. However,when in the Full Performance drive mode, motor/generator 120 may beoperated to output the necessary power for operating essential vehiclecomponents.

Yet, when vehicle 110 is not moving, the user may still desire forvehicle 110 to operate in the Charge-at-Rest mode in which case engine30 operates to drive motor/generator 120 to supply power to theoperating components of vehicle 110 and to charge battery packs 128while vehicle 110 is stationary. Alternatively, in one embodiment,engine 30 and motor/generator 120 may not operate and only battery packs128 provide the necessary power for operating various vehiclecomponents. In addition to charging battery packs 128 throughmotor/generator 120, battery packs 128 also may be charged by an onboardAC charger that is configured to be plugged into an external powersource.

Control system 350 also is configured to determine if a failure hasoccurred in any component of electrical system 150 and/or powertrainassembly 116. For example, if control system 350 determines that afailure has occurred in traction motor 122, then vehicle 110 will beoperated only by engine 30. Similarly, if engine 30 experiences afailure or malfunction, vehicle 110 will operate in the all-electric orSilent Drive mode.

Referring to FIG. 40, upper frame portion 50 is configured to movebetween a collapsed position, as shown in FIG. 40, and a raisedposition, as shown in FIG. 1. When in the collapsed position of FIG. 40,upper frame portion 50 is folded forward and is contained on the hood ofvehicle 10 and the overall height of vehicle 10 is 60 inches or less. Byreducing the height of vehicle 10 in this way, vehicle 10 may betransported in various ways or on various vehicles, for example in anaircraft, on a ship, in a trailer, or in any other type of carrier. Inone embodiment, vehicle 10 is sized to be positioned within a V22military aircraft for transportation thereof. In this way, and asdisclosed in the present application, a hybrid vehicle with theautonomous capabilities disclosed hereinafter is configured to bepositioned and transported on any type of vehicle or in any type manner,including being positioned on standard military vehicles fortransportation to various military sites. Additional details of vehicle10 may be disclosed in U.S. Pat. No. 8,998,253, filed Mar. 28, 2013(Attorney Docket No. PLR-09-25274.02P), the complete disclosure of whichis expressly incorporated by reference herein.

When upper frame portion 50 is in the raised position, an autonomousassembly 400 may be coupled to portions of vehicle 10 to allow forautonomous or remote control of vehicle 10. Alternatively, autonomousassembly 40 may remain coupled to portions of vehicle 10 when upperframe portion 50 is in the lowered or collapsed position.Illustratively, as shown in FIGS. 37A and 41-43, autonomous assembly 400includes an upper visual assembly 402 which includes a first camera unit404 and a second camera unit 406, both of which may be coupled to atransceiver unit 408. In one embodiment, first and second camera units404, 406 may include forward-facing cameras and/or sensors configuredfor pan, tilt, and zoom camera capabilities, thermal vision,capabilities, and night vision capabilities. As such, upper visualassembly 402 may be configured to capture images or measure data throughfirst and second camera units 404, 406 and transmit the images and/ordata to transceiver unit 408 for transmitting the images and/or data toa remote computer, phone, tablet, server, or other computing and/orprocessing device. Transceiver unit 408 also may be configured toreceive inputs or commands from the computing device in order to adjustthe position of first and second camera units 404, 406 for images ordata related to a particular area surrounding vehicle 10.

Referring still to FIGS. 37A and 41-43, autonomous assembly 400 alsoincludes a forward sensor unit 410 which may be operably coupled toupper visual assembly 402 and positioned on a front cross-bar 52 ofupper frame portion 50. Alternatively, forward sensor unit 410 may bepositioned lower on vehicle 10, for example on a front fender 54.Illustratively, forward sensor unit 410 is a LIDAR sensor unitconfigured for using light in a remote sensing method to measuredistances and ranges. In this way, forward sensor unit 410 also may beconfigured to obtain geodetic distances, ranges, points, or other datafrom an area forward of vehicle 10 and transmit the data to a remotecomputer processor or server. Additionally, forward sensor unit 410 maybe configured to receive a remote input or command to adjust theposition of forward sensor unit 410.

Autonomous assembly 400 also may include a GPS antenna 412 operablycoupled to upper visual assembly 402 and forward sensor unit 410. GPSantenna 412 may be wirelessly coupled a remote computer processor orserver for receiving and/or transmitting information or data about theposition of vehicle 10. In one embodiment, GPS antenna 412 may becoupled to a rear cross-bar of upper frame portion 50. Illustratively,GPS antenna 412 is positioned longitudinally rearward of upper visualassembly 402, although GPS antenna 412 may be positioned at any otherlocation on vehicle 10.

Autonomous assembly 400 also may include rear sensor units 414, 416which may be LIDAR sensors operably coupled to GPS antenna 412 and/or aremote computer processor or server. In one embodiment, rear sensorunits 414, 416 are coupled to a portion of rear cargo area 28.Illustratively, one of rear sensor units 414, 416 may be angled ortilted relative to the other rear sensor unit 414, 416, depending on theapplication of autonomous assembly 400 and/or any input received fromthe remote computer processor or server.

Autonomous assembly 400 also may include an inertial motion unit (notshown) supported on a portion of rear cargo area 28. The inertial motionunit may be operably coupled to any of forward and rearward sensor units410, 414, 416, GPS antenna 412, and/or upper visual assembly 402. Theinertial motion unit may include a plurality of accelerometers andgyroscopes to measure and report pitch, roll, yaw, and other parametersof the components of autonomous assembly 400 and/or of variouscomponents of vehicle 10. The inertial motion unit may be operablycoupled to a remote computer or server.

Any components of autonomous assembly 400 may be easily coupled to upperframe portion 50 and/or other portions of vehicle 10 with quick-releaseclamps, clips, or couplers. In one embodiment, the components ofautonomous assembly 400 may be coupled to vehicle with Lock & Ride®components, available from Polaris Industries, Inc. located at 2100Highway 55 in Medina, Minn. 55340. In this way, autonomous assembly 400can be added to or removed from vehicle 10 easily and quickly. Forexample, upper frame portion 50 of vehicle 10 may be moved to thecollapsed positioned (FIG. 40) for transport of vehicle 10. When in thecollapsed position, autonomous assembly 400 may be removed from vehicle10, although in other embodiments, autonomous assembly 400 may remaincoupled to vehicle 10 when in the collapsed position. However, oncevehicle 10 has been transported to a particular location, upper frameportion 50 may be easily moved to the raised position (FIG. 41) andautonomous assembly 400 can be quickly coupled to vehicle 10.Additionally, electrical harnessing components also may be integratedinto or near the Lock & Ride® mounting positions, providing full-servicequick attach mechanical and electrical points for the components ofautonomous assembly 400. Harnessing may be modular and collapse/raisewith upper frame portion 50 of vehicle 10. Harnessing may be integratedinto or on upper frame portion 50 of vehicle 10.

Autonomous assembly 400 may be configured for a plurality of operationsor applications, such as “Line of Sight” remote control, a “Follow Me”operation, and “GPS-based” operation. More particularly, if autonomousassembly 400 operates vehicle 10 using “Line of Sight” remote control, auser is able to control vehicle 10 with a remote control unit via lineof sight controls or by viewing images from any of upper visual assembly402, lower visual assembly 410, and/or rear visual assemblies 414, 416.The images from upper visual assembly 402, lower visual assembly 410,and/or rear visual assemblies 414, 416 may be transmitted to a remoteprocessor, for example a cell phone or other mobile device, to allow theuser to move vehicle 10 without being at or within vehicle 10. Forexample, if vehicle 10 is used on a farm, construction site, orbattlefield where the user may need vehicle 10 to transport supplies tovarious locations, vehicle 10 may be remotely controlled to travel tovarious areas without the user actually being present within vehicle 10.In this way, others at the various locations can remove supplies fromvehicle 10 without the user being present on vehicle 10.

Additionally, if autonomous assembly 400 operates vehicle 10 using a“Follow Me” operation, a user is able to control the movement of vehicle10 by wearing a transponder (not shown). The transponder on the user maybe electronically coupled to communications unit 412 through a wirelessnetwork (e.g., BLUETOOTH, satellite, etc.) such that vehicle 10 moveswith the user through the communications between the transponder on theuser and communications unit 412 on vehicle 10. For example, if the useris working on a farm, vehicle 10 may include supplies needed for thework being done by the user and vehicle 10 may automatically follow theuser to provide him/her with supplies for the work being done withoutthe user in vehicle 10.

Also, if autonomous assembly 400 operates vehicle 10 using a “GPS-based”operation, a user is able to program vehicle 10 follow a predeterminedGPS guided path or waypoints. For example, vehicle 10 can be configuredto follow a GPS route to deliver things to workers on a farm, militarysupplies to soldiers at various locations, etc.

Additional details of the functionality and integration of autonomousassembly 400 into vehicle 10, other GPS-based programs or devices forvehicle 10, other communications programs or devices of vehicle 10,and/or any other details of vehicle 10 may be disclosed in U.S. patentapplication Ser. Nos. 15/161,720, filed May 23, 2016 (Attorney DocketNo. PLR-12-27457.01P); 62/293,471, filed Feb. 10, 2016 (Attorney DocketNo. PLR-15-27455.01P); 14/985,673, filed Dec. 31, 2015 (Attorney DocketNo. PLR-12-27459.01P); 14/225,206, filed Mar. 25, 2014 (Attorney DocketNo. PLR-09-25966.02P); and 15/001,757, filed Jan. 20, 2016 (AttorneyDocket No. “PLR-08-25329.03P”), and International Patent Application No.PCT/US2014/018638, filed on Feb. 26, 2014 (Attorney Docket No.:PLR-OOTC-25635.04P-WO), the complete disclosures of which are expresslyincorporated by reference herein.

Referring to FIG. 44, an alternative embodiment of vehicle 10, 510(FIGS. 1, 13, and 37A) is shown as vehicle 10′, where like referencenumbers are used to indicate like components or systems between vehicles10, 510, and 10′. Compared to vehicle 10, 510 of FIGS. 13 and 37A,vehicle 10′ of FIG. 44 includes at least one battery 128′ and,illustratively a plurality of batteries 128′, positioned below at leastoperator seat 42 and rear passenger seats 46. As such, the configurationof vehicle 10′ and batteries 128′ allows both batteries 128′ and seats42, 44, 46 to remain within vehicle 10′. In one embodiment, batteries128′ may be lithium ion batteries and each battery 128′ may weigh lessthan approximately 50 lbs., for example 40 lbs. Additionally, batteries128′ may be liquid and/or air cooled.

As shown in FIGS. 44-49, batteries 128′ define a generally rectangularconfiguration having a width 900 and a length 902 which are both greaterthan a height 904 (FIG. 49). As such, batteries 128′ are wider andlonger than height 904, thereby allowing batteries 128′ to be positionedunder any of seats 42, 44, 46 when seats 42, 44, 46 are coupled tovehicle 10′. In one embodiment, as shown in FIG. 45, batteries 128′ maybe stacked vertically on top of each other such that more than onebattery 128′ may be positioned below seats 42, 44, 46. Illustratively,batteries 128′ are supported on frame assembly 20 and positioned belowfront seat support members 906, 908 of frame assembly 20 and/or belowrear seat support member 910 of frame assembly 20 such that batteries128′ do not interfere with coupling seats 42, 44, 46 to seat supportmembers 906, 908, 910. It may be appreciated that batteries 128′ can bepositioned horizontally, as shown in FIGS. 44-49, with width 900 orlength 902 extending transversely to longitudinal axis L (FIG. 42) andlength 902 or width 900 extending parallel to longitudinal axis L, orbatteries 128′ can be positioned vertically with height 904 extendingtransversely to longitudinal axis L. When batteries 128′ are verticallyoriented, multiple batteries 128′ may be arranged next to each other ina lateral direction.

Batteries 128′ may be in series or parallel and coupled to each other orother components of vehicle 10′ using connectors 912, as shown in FIG.49. Illustrative connectors 912 may be quick-connect connectorsconfigured to receive a plug or other connector of another battery orcomponent of vehicle 10′. As such, batteries 128′ are both easy toassemble and disassemble on vehicle 10′, for example if additionalbatteries 128′ are required for increased power demands or if batteries128′ need to replaced, and are easy to access merely by removing seats42, 44, and/or 46.

While batteries 128′ are illustratively shown below at least seats 42,46 in FIG. 44, it may be appreciated that batteries 128′ can bepositioned horizontally or vertically at other locations on vehicle 10′.For example, if vehicle 10′ is configured as a utility vehicle, as shownin FIG. 44, batteries 128′ may be positioned under seats 42, 44, 46 orbatteries 128′ also may be positioned on rear cargo area 28.

Additionally, if vehicle 10′ is configured as a compact electricvehicle, for example as disclosed in U.S. patent application Ser. No.15/001,757, filed Jan. 20, 2016, titled “ELECTRIC VEHICLE” (AttorneyDocket No. PLR-08-25329.03P) and U.S. patent application Ser. No.14/763,598, filed Jul. 27, 2015, titled “SIDE-BY-SIDE UTILITY VEHICLE”(Attorney Docket No. PLR-00EN-25785.04P), the complete disclosures ofwhich are expressly incorporated by reference herein, batteries 128′ maybe positioned below the operator and/or passengers seats or may bepositioned rearward of the seats.

Also, if vehicle 10′ is configured as a three-wheeled vehicle, forexample as disclosed in U.S. Pat. No. 9,004,214, issued on Apr. 14,2015, titled “THREE WHEELED VEHICLE” (Attorney Docket No.PLR-11-24814.03P), the complete disclosure of which is expresslyincorporated by reference herein, batteries 128′ may be positioned belowthe seats. Alternatively, if batteries 128′ are supported on athree-wheeled vehicle, batteries 128′ may be positioned laterallyintermediate an operator seat and a passenger seat or rearward of theoperator and/or passenger seat(s). If batteries 128′ on a three-wheeledvehicle are positioned laterally intermediate the operator and passengerseats and/or rearward of the seat(s), batteries 128′ may be verticallyorientated, rather than in the horizontal orientation of FIG. 44.Additionally, if batteries 128′ are positioned rearward of the seat(s)on a three-wheeled vehicle, batteries 128′ may be angled rearwardly suchthat an upper end of batteries 128′ is positioned upwardly andrearwardly relative to a lower end thereof.

Referring still to FIGS. 44-48, batteries 128′ are included with adriveline assembly 136′ of vehicle 10′. Illustratively, driveline 136′includes a prop shaft 126′ which extends between front differential 134and rear differential 124. Batteries 128′ may be positioned on one orboth sides of prop shaft 126′ and, in one embodiment, a traction motor122′ may be positioned between batteries 128′ below operator seat 42 andfront passenger seat 44. In this way, traction motor 122′ may bepositioned between seats 42, 44 within operator area 40. Traction motor122′ may be operably coupled to prop shaft 126′ through a gear train550′, illustratively a transfer case, and rotation of gear train 550′with rotation of prop shaft 126′ is transferred to/from traction motor122′. In this way, and for example when vehicle 10′ is operating in anelectric mode, traction motor 122′ and gear train 550′ are configured torotate prop shaft 126′ and provide power directly to rear differential124 and/or front differential 134 for moving vehicle 10′.

Referring to FIG. 50, electrical system 150 for any of the vehiclesdisclosed herein (e.g., vehicles 10, 10′, 510) is shown and referencenumbers are not used therein so as not to limit FIG. 50 to a particularvehicle embodiment. Electrical system 150 extends from the front end tothe rear end of the vehicle and includes various components disclosedherein, such as first and second motor controllers (“MCU1” and “MCU2”,respectively), the generator, the rear differential or gearbox, thefront differential or gearbox, the battery charger, a battery managementsystem (“BMS”), the traction motor, the gear train or gearbox adjacentthe traction motor, the engine control unit (“ECU”), a display visibleto at least the operator, an electric power steering unit (“EPS”), abrake assembly, the autonomous-ready system, and a hybrid control unit(“HCU”). Illustratively, a vehicle CANBUS is in electrical communicationwith at least the autonomous-ready system, HCU, brake assembly, EPS,display, BMS, and battery charger. Additionally, a powertrain CANBUS isin electrical communication with at least the HCU, ECU, MCU1, and MCU2.Also, a shift control system is in electrical communication with atleast the HCU, gearbox, and rear differential.

Referring to FIG. 51, electrical system 150 of FIG. 50 may be configuredto both receive power to the vehicle and/or export power (AC and DC)from the vehicle to power onboard or outboard (e.g., external) devicesor accessories, for example computers, power tools, medical devices,weapons, autonomy components, and/or surveillance components. Moreparticularly, when the engine is operating, the generator may adjust itsoutput to meet onboard vehicle loads 952 and outboard vehicle loads 950.However, when the engine is not operating, a traction battery 920 of thevehicle is configured to as a remote power source to provide power tovehicle loads 950, 952. A solid-state device, illustratively abi-directional device 922, is included on electrical system 150 and isable to convert DC power from traction battery 920 into AC export power.Bi-directional device 922 also may receive AC power from an AC grid 924and convert the power to DC for charging traction battery 920. In oneembodiment, bi-directional device 922 may be charger 320 of FIG. 37B.

Bi-directional device 922 and traction battery 920 may operate while thestate-of-charge (“SOC”) of traction battery 920 is above a thresholdvalue. However, if the SOC of traction battery 920 decreases below thethreshold, traction battery 920 and bi-directional device 922 may stopoperating such that power intake or power export capabilities are nolonger possible until traction battery 920 is charged. Illustrativetraction battery 920 and bi-directional device 922 may be configured forDC electrical loads up to approximately 3400 watts and approximately 24volts and also may be configured for AC electrical loads up toapproximately 240 volts. Various components of electrical system 150,including traction battery 920 and bi-directional device 922 may be airand/or liquid cooled during operation thereof.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

What is claimed is:
 1. A hybrid driveline assembly for a vehicle,comprising: an engine; an electric motor; a transmission having an inputand an output, the transmission input being selectively coupled to theengine and electric motor, and the transmission including a shiftablegearbox operably coupled to the engine, the transmission configurablebetween a plurality of drive modes; and a final drive assembly operablycoupled to the transmission output, the final drive assembly having afront final drive operably coupled to a rear final drive.
 2. The hybriddriveline assembly of claim 1, wherein the electric motor is directlycoupled to the transmission input.
 3. The hybrid driveline assembly ofclaim 1, further comprising a continuously variable transmissionoperably coupled to the engine and the transmission input.
 4. The hybriddriveline assembly of claim 1, wherein, in a first drive mode of theplurality of drive modes, the transmission is configured to selectivelycouple the electric motor to the transmission output and selectivelydecouple the engine from the transmission output.
 5. The hybriddriveline assembly of claim 4, wherein the first drive mode is a silentdrive mode and the transmission is configured to receive torque from theelectric motor and to provide torque to the rear final drive.
 6. Thehybrid driveline assembly of claim 4, wherein, in a second drive mode ofthe plurality of drive modes, the transmission is configured toselectively couple the electric motor to the transmission output andselectively couple the engine to the transmission output.
 7. The hybriddriveline assembly of claim 6, wherein the second drive mode is a fullperformance mode and the transmission is configured to receive torquefrom the engine and the electric motor and to provide torque to the rearfinal drive.
 8. The hybrid driveline assembly of claim 1, wherein, in afirst drive mode of the plurality of drive modes, the transmission isconfigured to selectively couple the electric motor to the transmissioninput and to selectively couple the engine to the transmission input. 9.The hybrid driveline assembly of claim 8, wherein in the first drivemode is a charge-and-drive mode and the transmission is configured toprovide torque to the electric motor.
 10. The hybrid driveline assemblyof claim 9, wherein, upon deceleration, the front final drive isconfigured to provide torque to the rear final drive and the rear finaldrive is configured to provide torque to the transmission.
 11. Thehybrid driveline assembly of claim 1, wherein the final drive assemblyfurther includes a prop shaft operatively coupling the front and rearfinal drives and configured to transfer torque between the front andrear final drives.
 12. The hybrid driveline assembly of claim 11,wherein a bidirectional clutch is located intermediate the prop shaftand the front final drive.
 13. The hybrid driveline assembly of claim 1,wherein at least the engine is supported in a rear portion of thevehicle.
 14. A hybrid transmission system for a vehicle, comprising: anengine; an electric motor; a first final drive; a second final driveconfigured to transfer torque to the first final drive; and atransmission comprising: a first transmission portion operably coupledto the engine and configured to transfer torque from the engine; asecond transmission portion operably coupled to the electric motor andconfigured to transfer torque from the electric motor; and a thirdtransmission portion operably coupled to the first final drive and thesecond final drive, the third transmission portion configured to beselectively drivingly coupled to and decoupled from at least one of thefirst transmission portion and the second transmission portion.
 15. Thehybrid transmission system of claim 14, wherein the third transmissionportion is configured to be selectively drivingly coupled to anddecoupled from the first transmission portion.
 16. The hybridtransmission system of claim 14, wherein the third transmission portionis configured to be selectively drivingly coupled to and decoupled fromthe second transmission portion.
 17. The hybrid transmission system ofclaim 14, wherein the first and second transmission portions define aninput of the transmission and the third transmission portion defines anoutput of the transmission.
 18. The hybrid transmission system of claim14, wherein the third transmission portion is configured to beselectively drivingly coupled to the second transmission portion in afirst drive mode.
 19. The hybrid transmission system of claim 18,wherein the first drive mode is one of a silent drive mode where thesecond transmission portion is configured to provide torque to the thirdtransmission portion and a charge-and-drive mode where the thirdtransmission portion is configured to provide torque to the secondtransmission portion.
 20. The hybrid transmission system of claim 18,wherein the third transmission portion is selectively decoupled from thefirst transmission portion in the first drive mode.
 21. The hybridtransmission system of claim 18, wherein the third transmission portionis configured to be selectively coupled to the first transmissionportion and the second transmission portion in a second drive mode. 22.The hybrid transmission system of claim 21, wherein the second drivemode is a full performance mode and the third transmission portion isconfigured to receive torque from the first transmission portion and thesecond transmission portion and to provide torque to the second finaldrive. 23-28. (canceled)
 29. The hybrid transmission system of claim 14,further comprising a gear box coupled to the engine.
 30. The hybridtransmission system of claim 14, wherein the first final drive is afront final drive and the second final drive is a rear final drive. 31.The hybrid transmission system of claim 14, wherein the thirdtransmission portion is operably coupled to the first final drive viathe second final drive.